Internal combustion engine



May 19, 1931. F. F. TAYLOR 1,805,931

INTERNAL COMBUSTION ENGINE I Filed Jan. 4, 1930 .4'Sheets-Sheet 1 INVENTOR. few/r E 72mm ATTORNEYS.

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M y 1931.. F. F. TAYLOR 1,805,931

INTERNAL COMBUSTION ENGINE Filed Jan. 4 95 4 Sheets-Sheet 2 I INVENTOR. flaw/r F Emae May 19, 1931. F. F. TAYLOR 1,805,931

INTERNAL COMBUST ION ENGINE Filed Jan. 4. 1950 4 Sheets-Shet 4 INVENTOR.

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Patented May 19, 19 31 PATENT OFFICE FRANKF. TAYLOR, OF SANTA ANA, CALIFORNIA.

INTERNAL COMBUSTION ENGINE Application filed January 4, 1980. Serial No. 418,555.

My invention relates generally to internal combustion engines and more particularly to engines of the two cycle type.

It is a purpose of my invention to provide 5 a two cycle engine embodying means for effecting the high compression of relatively large charges of fuel in such manner as to insure the economical development of maximum power by the engine.

It is a further purpose of my invention to provide'an engine of the above described character embodying a differential pistonwhich co-acts with its cylinder to define fuel compressing and combustion chambers, into the former of which charges of fuel are ininitially drawn and then forced into the combustion chamber in a state of high compression for ignition, with simple and substantial mechanism for controlling the flow of 0 the fuel to the fuel .compressing chamber and the delivering of the fuel to the combustion chamber in a predetermined timed relationship to movements of the piston.

I will describe only one form of internal 5 combustion engine embodying my invention and will then point out the novel features thereof in claims.

In the accompanying drawings,

Figure 1 is a view showing in vertical trans- D verse section, one form of internal combustion engine embodying my invention.

Figures 2 and 3 are views similar to Figure 1 and illustrating respectively difi'erent positions of the working parts of the engine occurring during a cycle of operation, and

Figures 4, 5 and 6 are fragmentary sectional views taken respectively on the lines 44, 5-5 and 66 of Figure 1 and looking in the directions of the respective arrows.

Referring specifically to the drawings in which similar reference characters designate similar parts in each of the several views, my invention in its present embodiment is shown for the purpose of illustration as a single cylinder engine, but it is to be understood that my invention is equally well adapted to multi-cylinder engines.

In carrying my invention into practice, I provide a cylinder 0 which is shouldered internally intermediate its upper open and lower ends as indicated at 10 to provide axially almed upper and lower portions 11 and 12 of respectively different diameters, the up per portion being the smaller and in effect constituting a power or working cylinder whereas the lower portion constitutes a fuel compressing cylinder in which charges of fuel are initially drawn and then delivered in a staite of high compression to the working cyl- 1n er.

The upper open end of the cylinder 0 is closed by a head 13 in which is located a suitable spark plug 14 for igniting the charges. of fuel, whereas the lower open end of the cylinder C is closed by a crank case 15. Ourrent is supplied to the spark plug 14 by the provis on of any suitable ignition system (not shown) which forms no part of my invention.

A differential piston designated generally at P is mounted in the cylinder C, the upper reduced portion 16 of the piston operating in the portion 11 of the cylinder, and the lower enlarged portion 17 of the piston operating 1n the portion 12 of the cylinder. The upper reduced portion 16 of the piston co-acts with the cylinder to define a combustion chamber 13, and the lower enlarged portion 17 of the piston co-acts with thecylinder to define a fuel compressing chamber 19.

Connected to the enlarged portion 17 of the piston by a wrist pin 20 is one end of a con necting rod 21 and the other end of the latter is connected to the crank pin 22 of a suitably journaled crankshaft 23 which is caused to rotate in response to reciprocating movement of the piston P. Y

The lower enlarged portion 17 of the piston is provided with an inclined and radially disposed duct 24 terminating at one end at a longitudinally extending channel 25 formed in the periphery of the piston and registering with an inlet port 26 formed in the cylinder and adapted for connection with a source of fuel supply (not shown). The opposite end of the duct 24 communicates with an axial bore 27 formed in the piston, and leading from the bore 27 to the annular shoulder 28 formed at the juncture of the portions 16and 17 of the piston, are radial ducts 29 through which fuel from the inlet port 26 traversing the duct 24 is adapted to enter the fuel compressing chamber 19.

Other ducts 30 are formed in the upper re duced portion 16 of the piston, and communi cate with the axial bore 27 and with the periphery of the portion 16 adjacent the annular shoulder 28, for conducting fuel from the fuel compressing chamber 19 to the combustion chamber 18. Communicating with the combustion chamber 18 and controlled by the portion 16 of the piston is an exhaust port 31 leading to a suitable exhaust manifold 32 into which burnt gases from the combustion chamber discharge. Suitable packing rings 33 are provided on the piston for preventing loss of compression in the fuel compressing and. combustion chambers.

Slidably mounted inthe bore 27 of the piston P is a valve V in the form of a cylindrical plunger for controlling the admission of fuel to the fuel compressing and combustion chambers. The valve V is reduced in diameter adjacent its lower end as indicated at 34 to co-act with the bore 27 in defining an annular passage 35 throughwhich fuel from the duct 24 is adapted to'flow into the ducts 29 when the valve occupies a certain position. The valve is provided with packing rings 36 adjacent its upper end and at opposite sides of its reduced portion 34 so as to prevent loss of compression around the valve.

The valve V is operated in a predetermined timed relationship to movement of the piston P, and to this end that extremity of the connecting rod 21 which is connected to the crank pin 22 is bifurcated as indicated at 37 to freely receive a cam 38 formed integral with p or fixedly secured to the crank pin. The cam is in the form of a plate having a portion of its periphery formed with a cam surface 39, and the remaining portion with a dwell surface 40.

Bearing against the periphery of the cam is a roller tappet 41 slidably mounted in a pocket 42 formed in the connecting rod 21, and the tappet is normally urged by a'coil spring 43 into engagement wit-h the cam. To the tappet is connected a rod 44 extending through a bore in the connecting rod to vthe upper end of the latter which is bifurcated as indicated at 45 to freely receive an annulus 46 freely surrounding the wrist pin 20.

The annulus 46 is composed of a pair of interfitting arcuate sections 47 and 48, the former being provided with a groove 49 as shown in Flgure 6 to slidably receive the other section for relative oscillatory movement between the sections to compensate for angular movement of the connecting rod 21. V To prevent lateral displacement of the sections 47 and 48 from each other, arcuate strips 50 of spring metal seat in recesses 51 broadly constitute a means for operatively connecting the valve V to the cam 38for actuation of the valve by the cam in a manner to be described in the operation of the engine which is as follows:

Reference will first be had to Figure 1 in which the piston P occupies its uppermost extreme position with the crank pin 22 in its upper dead centerposition' and adapted to be rotated about the axis of the crankshaft 23 in a clockwise direction as indicated by the arrow. In this position of the piston and crank pin, the cam 38 maintains the valve V in its uppermost extreme position wherein the ducts 30 are covered by the valve and the ducts 24 and 29 are uncovered, so that upon downward movement of the piston to its lowermost extreme position shown in Figure '2, as a result of the ignition by the spark plug 14 of a charge of fuel previously introduced into the combustion chamber 18, suction will be induced by the enlarged portion 17 of the piston in the fuel compressing chamber 19 and will thus draw fuel from the source of supply, through the inlet port 26,

channel 25, duct 24, passage 35, and ducts 29 into the fuel compressing chamber. It will be understood that during this stroke of the piston which corresponds to 180 of travel of the crank pin 22, that the tappet 41 is bearing against the dwell surface 40 of the cam 38' so that the valve remains stationary relative to the piston and thus permits the induction of a charge of fuel into the fuel compressing chamber. As the piston approaches its lowermost position shown in Figure 2, the exhaust port 31 is uncovered so as to permit burnt gases in the combustion chamber to discharge into the exhaust manifold 32.

As the return stroke of the piston from the lowermost extreme position shown in Figure 2 to the uppermost extreme position shown in Figure 1, the exhaust port 31 is again covered by the piston and the cam surface 39 of the cam 38 is presented to the tappet 41 so that under the action of the spring 43 co-acting with the cam, the valve is moved to the position shown in Figure 3 wherein the ducts 29 are covered by the valve and the ducts 30 are uncovered above the upper end of'the valve, so that the charge of fuel previously sucked into the fuel compressing chamber 19 will be forced from the latter by the enlarged portion 17 of thepiston,

through the ducts 29, and bore 27 into the combustion chamber 18 in a state of high compression. As the iston approaches its uppermost extreme position shown in Figure 1', the rise of the cam surface 39 moves the valve to the position shown in this figure against the action of'the spring 43 so as toagain uncover the ducts 29 and cover the ducts 30. The highly compressed charge of fuel in the combustion chamber will thus be trapped therein for ignition by the spark plug 14 so as to deliver a power impulse agalnst the piston.

The cycle of operation above described is repeated for each complete revolution of the crankshaft 23, as it will be clear that during the power or downstroke of the piston, a charge of fuel will be sucked into the compression chamber 19 and another charge of fuel ignited in and exhausted from the combustion chamber 18, and that during the return or upstroke of the piston, the charge of fuel previously sucked into the fuel compressing chamber will be forced into and trapped in the combustion chamber in a state of high compression for ignition to effect the succeeding downstroke of the piston.

Although I have herein shown and described only one form of internal combustion engine embodying my invention, it is to be understood that various changes and modifications may be made therein without departing from the spirit of the invention and the spirit and scope of the appended claims.

I claim as my invention:

1. An engine having a cylinder with portions of different diameters, a differential piston workin in said portions and co-acting therewith to efine a fuel compressing chamber and a combustion chamber, means through which fuel from a source of supply is adapted to be drawn into the fuel compressing chamber by the piston during one stroke of the latter, means through which fuel in the fuel compressing chamber is adapted to be forced into the combustion chamber by the piston I during the other stroke of the latter, a valve for controlling the flow of fuel to the fuel compressing and combustion chambers, and means for actuating the valve in a predetermined timed relationship to movement of the piston.

2. An engine having a cylinder with portions of different diameters, a differential piston working in said portions and co-acting therewith to define a fuel compressing chamber and a combustion chamber, a crankshaft to which the piston is operatively connected, means through which fuel from a source of supply is adapted to be drawn into the fuel compressing chamber by the iston during one stroke of the latter, means t rough which fuel in the fuel compressing chamber is adapted to be forced into the combustion chamber by the piston during the other stroke of the latter, a valve for controlling the flow. of fuel to and from the fuel compressing and combustion chambers and a cam fixed to the crank of the crankshaft for actuating the valve in a predetermined timed relation to movement of the piston.

3. An engine having a cylinder with portions of different diameters, a differential piston working in said ortions and co-acting therewith to define a uel compressing chamber and a combustion chamber, a crankshaft to which the piston is operatively connected, a duct in the piston through which fuel from a source of supply is adapted to be drawn into the fuel compressing chamber by the-piston during one stroke of the latter, another duct in the piston through which fuel from the fuel compressing chamber is adapted to be forced into the combustion chamber by the piston during the other stroke of the latter, a valve mounted in the piston for controlling the flow of fuel through the ducts, and means for actuating the valve in a redetermined timed relation to movement 0 the piston.

4. An engine having a cylinder with portions of different diameters, a differential piston working in said portions and co-acting therewith to define a fuel compressing chamber and a combustion chamber, a crankshaft to which the piston is operatively connected, a duct in the piston through whichfuel from a source of supply is adapted to be drawn into the fuel compressing chamber by the piston during one stroke of the latter, another duct in the piston through which fuel from the fuel compressing chamber is adapted to be forced into the combustion chamber by the piston during the other stroke of the latter, a valve mounted in the piston for controlling the flow of fuel through the ducts, a cam fixed to the crank of the crankshaft, and means for operatively connecting the cam to the valve for actuation of the latter in a predetermined timed relation to movement of the piston.

5. An engine having a cylinder with portions of different diameters, a differential piston working in said portions and-co-acting therewith to define a fuel compressing chamber and a combustion chamber, a crankshaft, a connecting rod connected to the crankshaft and having a wrist pin connection with the piston, ducts in the piston throu h which fuel from a source of supply is adapted to beadmitted to the fuel compressing chamber and from the latter to the combustion chamber, a valve mounted in the piston for controlling the flow of fuel through the ducts, a cam'fixed to the crank of the crankshaft, a tappet engaging the cam and mounted in the connecting rod, and an operative connection between the tappet and valve for effecting actuation of the latter by the cam.

6. An engine having a cylinder with portions of different diameters, a differential piston working in said portions and co-acting therewith to define a fuel compressing chamber and a combustion chamber, a crankshaft, a connecting rod connected to the crankshaft and having a wrist pin connection with the piston, ducts in the piston through which fuel from a source of supply is adapted to be admitted to the fuel compressing chamber and from the latterto the combustion chamber, a valve mounted in the piston for controllin the flow of fuel through the ducts, a cam fixe to the crank of the crankshaft, a tappet engaging the cam and mounted in the connecting rod, and an annulus freely receiving the 1 wrist pin and connected to the tappet and valve for effecting actuation of the latter by the cam.

7. An engine having a cylinder with portions of different diameters, a difi'erential o piston Working in said portions and co-acting therewith to define a fuel compressing'chamber and a combustion chamber, a crankshaft, a connecting rod connected to the crankshaft and having a wrist pin connection with the :5 piston, ducts in the piston through which fuel from a source of supply is adapted to be admitted to the fuel compressing chamber and from the latter to the combustion chamber, a valve mounted in the piston for con- I so trolling the flow of fuel through the ducts, a cam fixed to the crank of the crankshaft, a tappet engaging the cam and mounted in the connecting rod, an annulus freely receiving the wrist pin and composed of a pair of 36 arcuate sections connected for relative oscillation, means for pivotally connecting one of said sections to the valve, and means for connecting the other section to the tappet so that movement of the latter by the cam will be 0 transmitted by the annulus to the valve.

FRANK F. TAYLOR. 

